Jaguar XF 3.0D V6 review

What strikes you first is just how silky smooth the powertrain is

Jaguar XF 3.0D V6 Premium Luxury

Price as tested  £40,950

Jaguar’s answer to the BMW 530d. The recently revised Jaguar XF range has now arrived on UK roads, and it’s the mid-range diesel we’re testing here.
The 3.0D V6 model used to be the entry-level XF model, but the addition of the 2.2D has pushed it higher up the range. The biggest change from the pre-facelift car is the addition of a ZF eight-speed automatic gearbox, which promises smoother, faster and more seamless shifts over the six-speeder from before.
The handsome styling changes include slimmed down headlights, a lower bonnet line and two striking sets of LED strips sitting either side of the larger front grille.
Asides from the gearbox, dynamic changes are small yet significant, and include dynamic engine mounts, an increased use of sound deadening materials and redesigned wing mirrors, all designed bolster refinement and suppress road noise.

A remarkably accomplished machine. What strikes you first is just how silky smooth the powertrain is, the 237bhp, 369lb ft V6 turbodiesel oozing refinement and being capable of eating up motorway miles without any fuss. Drive this XF back-to-back with the new 2.2-litre four-cylinder model and you’ll really appreciate how much greater the refinement is – and how much quieter it operates – at lower speeds.
The gearbox is also a fine addition to the package. Having eight forward speeds raises fears over hesitancy and the potential for blunting progress, but it responds well to differing driving styles: really put your foot down and it’ll hold the gear for more rapid acceleration; drive with more consideration and it’ll seamlessly shift in the background.
Off the motorway, it lacks the impressive urgency of the more driver-focused S model, but it’s still remarkably composed and quick enough in almost any given situation.
The steering is accurate and the ride quality is also particularly pleasing, although we’d stick with the standard 18-inch wheels of this Premium Luxury model over the optional 19- or 20-inchers as the latter options tend to detract from ride comfort over more abrasive surfaces around town.

It’s hard to think of too many reasons not to. Each of the three diesel models in the XF range offers something distinctly different, but each of them is so well executed.
If you can live without the added power and sharpened chassis of the non S 3.0 V6D but still want the extra refinement of a six-cylinder engine, then you won’t have too many regrets while eating up the motorway miles in this XF.

Jaguar XF 3.0D V6 Premium Luxury
Price: £40,950; Top speed: 149mph (limited); 0-60mph: 6.7sec; Economy: 44.8mpg; CO2: 169g/km; Kerb weight: 1810kg; Engine: V6, 2993cc, turbodiesel; Power: 237bhp at 4000rpm; Torque: 369lb ft at 2000rpm; Gearbox: 8-spd automatic

Fisker Karma review

Running on electric power alone, no Rolls-Royce ever felt as effortless as this

Price as tested  £87,000

Fisker Karma Range extender saloon 

Regardless of what its makers hope and despite its extraordinary specification, a drive in the Fisker Karma does not feel like a glimpse into the future. This is largely because for the most part driving this ground-breaking new car is such an abidingly normal experience. It is only when you climb from the Karma back into the old world that the more revealing sight hoves into view: one that now feels substantially like the past.
What can we surmise from this? Only that the cleverest thing about this ever so clever car is not its twin 201bhp electric motors, its 260bhp petrol engine/generator nor even its 20kWh lithium ion battery pack. It is its timing.


Architecturally the Karma’s closest rival is the Mercedes CLS. Conceptually it’s out on its own. Running on electric power alone, no Rolls-Royce ever felt as effortless as this. Although maximum performance comes only when you select Sport and let the petrol engine kick in, so blaring is its noise it’s greatest talent is for shattering your tranquillity. Internally this unworthy ex-Pontiac engine is known as ‘the dragon’, and they don’t mean it kindly.
So turn it off, put up with merely fleet rather than truly fast and let it waft. Sit back and soak up the fine ride and survey the simple, stylish, sustainable interior. In here there are lessons for all manufacturers to learn.


Just don’t expect too much. The Karma is unique among four door cars in making an Aston Rapide feel spacious, nor is there enough space in the disappointingly shallow boot. We also experienced minor software glitches on an early but not pre-production car.
It’s important too to understand what kind of car this is. Visually it might carry overtones of both BMW Z8 and Aston Vantage (Henrik Fisker styled both), but this is no sports car. It’s a massively heavy cruiser with an immense wheelbase, and despite a centre of gravity lower than a Ford GT’s, it feels it. ‘Cumbersome’ is not too strong a word to describe its low speed handling, though the electro-hydraulic steering is lovely and high speed stability and poise beyond reproach.


So, serious drivers, look away now for this car is not for you. But let us say you live outside London but work in the City. Your daily commute is 40 miles of usually hellish traffic. You can afford the congestion charge but hate paying it. You want a car of timeless elegance and outstanding efficiency to soothe you there and back. There would be no better weapon for this journey.


Except for this. The Karma is so chock-full of widgetry Fisker lacked either the will or way to make right-hand drive even a possibility. So you’re either going to pay £87,000 for a leftie, or sit back in some other chair and enjoy it only vicariously from your disadvantaged position in the past.
Of course the irony is that Britain is chock-full of all the conditions in which the Karma excels. For the two to live as strangers is to deny this flawed but fascinating newcomer the very environment that would likely show its manifest talent to greatest effect.


Fisker Karma
Price: £87,000, left hand drive only; Top speed: 125mph (limited); 0-60mph: 5.9sec; Economy: 67mpg; Co2: 87g/100km; Kerbweight: 2539kg; Engine type, twin electric traction engines with 260bhp 2-litre turbo petrol engine/generator; Installation: electric engines at the rear, engine/generator in the front; Power: 402bhp; Torque: 981lb ft from rest; Gearbox: Direct drive

Hyundai i40 1.7 CRDi review

Like its more powerful diesel sibling, the 114bhp i40 CRDi goes about its business with little noise

Price as tested  £19,395

What is it?

The entry-level diesel version of Hyundai’s new Mondeo-sized i40 – and it makes all the right noises for success in the ever-so-important fleet car market. No estate car in the class is more economical, cheaper to insure or has a lower ‘Benefit-in-Kind’ cost to its company driver. And it’s pleasing to report too, despite a price tag that undercuts most of its direct rivals by between £1500 and £2500, this car certainly doesn’t drive like it belongs in the bargain basement.

We’ve already had UK experience of Hyundai’s higher-powered, better-equipped and more expensive i40 CRDi Premium. This version uses the same 1.7-litre turbodiesel engine in a slighter state of tune. Like other options in the range, it also gets Hyundai’s Blue Drive efficiency-boosting technologies as standard: an automatic starter-generator, low-resistance tyres, an intelligent alternator and an automatically actuated radiator blank that makes for faster engine warm-up and reduces drag-increasing cooling capacity when possible.

Hyundai claims an identical 65.7mpg for this car as what’s claimed for the Ford Mondeo Econetic estate and Volkswagen Passat Bluemotion wagon. The i40 will even swallow slightly more cargo than the enormous Ford with all five seats in place.

What’s it like?

Like its more powerful diesel sibling, the 114bhp i40 CRDi goes about its business with little noise from its engine. Insulation from wind and road noise is slightly less impressive by class standards. But there’s not much wrong with the quantity or quality of the car’s performance; sure, there’s only a modest amount of outright thrust, but it’s served up quietly and with commendable throttle response for a small-capacity diesel engine. Max torque arrives from as little as 1250rpm in this car: you don’t get it until 2000rpm in the peakier tune.

A shorter final drive ratio contributes to this i40’s responsiveness on the road, too. And while that’s good news when you’re accelerating away from urban limits and overtaking slower moving traffic cross-country, there’s a price to be paid on the motorway. The longer-geared and more powerful i40 diesel pulls about 2000rpm at 75mph; this one about 2500rpm. And that means, while the engine’s barely audible on the motorway in the more expensive car, its hum is noticeable in the background in the cheaper one.

Although smoother-riding than an entry-level petrol model we tried, this i40’s rolling refinement leaves a little to be desired. The car fidgets a bit over broken surfaces, and doesn’t quite match the shock absorption standards of the classiest semi-premium D-segment cars. It’s also slightly restless-riding on the motorway. And it doesn’t steer with the precision or fluency of the best cars of its type, either.

Generally, you’d say the i40s control weights and handling responses show 90 per cent of the polish and fine-tuning of the best driving cars in the class. They’re good enough to put this car on a dynamic par with the likes of the Honda Accord, Seat Exeo and Toyota Avensis, for sure – but the gap to the very best handling cars is still noticeable.

Should I buy one?

You’d be a fool not to seriously think about it. Given this Hyundai’s refreshing style, pleasant and spacious cabin, laudable efficiency and appealing price, we’d say that it drives more than well enough to convince almost anyone as an all-round package.

The Koreans may never have had a credible family-sized estate car before, but they’re making one now alright. And with one eye on value for money, it’s a car you might easily turn down a lower-rung Vauxhall Insignia, Ford Mondeo, Skoda Superb or Peugeot 508 wagon for.

Hyundai i40 Tourer 1.7 CRDi 115

Price: £19,395; Top speed: 118mph; 0-62mph: 12.9mph; Economy: 65.7mpg; CO2: 113g/km; Kerbweight: 1638kg; Engine: 4cyls in line, 1685cc, turbodiesel; Power: 114bhp at 4000rpm; Torque: 192lb ft at 1250-2750rpm; Gearbox: 6-spd manual

Ford Mondeo 2.0 240 EcoBoost Titanium X Sp review

Big Ford is certainly quick, the 237bhp EcoBoost engine will power the Mondeo from 0-62mph in 7.5sec

Price as tested  £27,795
What is it?
This is the quickest Ford that the Blue Oval has on sale right now. Of course there was a time when tuned, big-engined Ford Sierras, and Mondeo V6 STs, were the fast Fords that dominated the streets of suburbia.
They were the aspirational ‘hot’ models for devotees of the company’s range. Now though, if you’re after an affordable performance car, a smaller-capacity hot hatch is more the order of the day; but for Ford, certainly until its more powerful Fiesta and Focus models arrive, this petrol Ecoboost Mondeo is the motor that will have to keep performance fans satiated. We’re pretty familiar with this 2.0-litre engine though, as the 200bhp variant is installed in the long-term S-Max we’ve been running for 12 months, and we’re big fans of its swift power delivery in a lower tune, so we’re even more enthusiastic about more horses installed in this Mondeo.
What’s it like?
The big Ford is certainly quick, the 237bhp EcoBoost engine will power the Mondeo from 0-62mph in 7.5sec and on to a top whack of 153mph, and the newly introduced stop-start system (which can reduce fuel consumption by up to five per cent) helps return a respectable 36.7mpg; pretty remarkable considering an impressive torque figure of 250lb ft. Outside, the most telling part of the X Sport car is a gloss-black grille with chrome surrounds, it’s subtle but it looks the part. Inside, the cabin has a more obvious performance feel to it, thanks to some Alcantara seat trim and red stitching threaded through various parts of the leather cabin.
Even though there’s only 2.0-litres of capacity, the Mondeo provides some aural drama when you get chance to open up the throttle, but on the motorway the capable six-speed ’box helps the Mondeo cruise quietly. It’s eager to respond to throttle inputs, though, the double-clutch system providing quick and smooth changes and always finding the appropriate gear at whatever speed, which all helps to make this engine great for exploiting what is the most agile of family motors.
Should I buy one?
It’s our top car in this class, and in this trim and with this powerplant it looks good and really makes the most of the Ford’s capable chassis. Yes a comparable TDCi will do more miles to the gallon and have a marginally better CO2 figure, but it will cost you more to buy and won’t sound or perform as well. So for me, this is, quite literally, the petrolhead’s choice.
Ford Mondeo 2.0-litre EcoBoost Stop-start Titanium X Sport
Price: £27,710; Top speed: 153mph; 0-62mph: 7.5sec; Economy: 36.7mpg (combined); CO2: 179g/km; Kerb weight: 1569kg; Engine: 4 cyls. 1999cc, turbocharged petrol; Power: 237bhp at 5500rpm; Torque: 250lb ft at 1750rpm; Gearbox 6-spd auto

Fiat 500 1.4 T-jet Abarth Esseesse review

Fiat 500 1.4 T-jet Abarth Esseesse 

What is it?
It’s hard to dislike the Fiat 500 Abarth; it would be like trying to kick a baby seal. So it’s always been with much pleasure that we’ve found Fiat’s fiery supermini lives up to expectations in terms of entertainment, even if there are also glaring flaws regards ride quality and in the case of the convertible 5000C, the acceptable but uninspiring five-speed robotic manual that was its standard and only transmission.
So this updated Abarth 500C, complete with manual gearbox and softer suspension should be the best of the lot.
What’s it like?
It’s certainly not the best Abarth. In fact, in the Esseesse trim as tested here, it’s the worst. The Esseesse pack doesn’t only bring with it a power upgrade from 138bhp to 158bhp, it also gets lowered suspension front and back, new Koni dampers and 17-inch alloys that makes the 500C crash over most surface intrusions, whilst looser body control makes it feel a touch more unsettled than the hatch.
Perhaps worse than this was the pronounced turbo-lag. Even after selecting ‘Sport’, which you’ll want to do for every journey to avoid the too-soft throttle response that is a common complaint in Abarths, the power trickles along until it all arrives in one torrent of turbo-boost.
We’ve driven the 500C Abarth without the Esseesse kit and with the automatic box, and whilst far from perfect it was still a much more enjoyable car than this. It’s a shame because on paper the manual 500C Abarth tested here looks to be hugely relevant in today’s market – hot-hatch fun with open-air thrills in a desirable and economical car. And it is still entertaining thanks to the general flamboyance it offers, and it offers decent cornering agility provided you can find a smooth-enough stretch of tarmac.
But whilst other Abarths are compromised but justifiable, this one simply doesn’t work on UK roads.
Should I buy one?
The Abarth 500 is generally a thing of great joy, but this particular combination has enough significant dynamic failings that it’s just about un-recommendable. And if that isn’t enough to sway you away from this particular Abarth, the hugely optimistic price of £20,096 (£16,856 without the Esseesse kit) surely will be.

Fiat 500C Abarth Esseesse
Price: £20,096; Top speed: 130mph; 0-62mph: 7.6sec; Economy: 43.5mpg; Co2: 155g/km; Kerbweight: 1040kg (est); Engine type: 4cyl, 1368cc, turbocharged, petrol; Power: 158bhp at 5750rpm; Torque: 170lb ft at 2000rpm; Gearbox: 5-spd manual

Hyundai i40 1.6 GDi Style

Price as tested  £20,195

What is it?
The most modestly endowed petrol version of Hyundai’s all-new family model, the i40, which has just launched in the UK in estate-car form. And it could, nay should, be a car that benefits from the improvements made in petrol engine technology relative to diesel by the motor industry at large recently.
Hyundai isn’t a car company that skimps when it comes to R&D, after all. Given the significant strides that petrol combustion technology has taken by way of direct injection, leaner combustion, cylinder downsizing and turbocharging, it’s worth wondering if a Hyundai i40 Tourer with a 1.6-litre petrol engine – since it’s cheaper – is a wiser buy than either of the diesels.
What’s it like?
No knockout, on the basis of the UK test drive we’ve just conducted in a mid-spec Style trim example. Fitted with dual zone climate control, cruise control, a rearview parking camera, touchscreen sat nav, 17in wheels and more besides, this I40 isn’t poorly equipped for its princely £20k, and it’s got the same accommodating and solid interior as the rest of the range. What it lacks is not just the drivability and economy of either of the diesel versions, but somewhat unexpectedly, also some of their handling precision and rolling refinement.
A smaller, lighter engine with simpler induction and exhaust systems means this directly injected 1.6-litre i40 carries just over 100kgs less kerbweight over its front wheels than the 1.7-litre CRDi, which you might expect to improve its ride and handling. In the case of our test car, however, that absence of mass seemed to spoil the i40’s ride composure slightly, causing it to pogo a little over short, sharp urban lumps and bumps.
The i40’s six-speed manual gearbox does at least allow you to fully deploy the lump’s rather meager-feeling 121lb ft helping of torque more often than a five-speed ‘box would – and it’s nothing if not quiet at cruising revs. You can make acceptable enough progress on most roads, although overtaking will certainly test your commitment.
More disappointing, however, is the fact that the 17in wheels you get with Style spec, wrapped in wider, lower profile rubber than the standard car gets, do so little to enhance the steering accuracy or outright grip of the i40. They simply add extra load and unsprung mass to the front axle, which the power steering system would better function without, and yet seem to contribute little extra to outright grip.
Should I buy one?
Almost certainly not. If you’re intent on buying an economical petrol family holdall of this size, we’d wait until the all-new 175bhp 2.0-litre i40 arrives in the UK later this year – or better still, visit your local Skoda dealer and try out a 1.4-litre TSi Superb estate, which has many of the same things to recommend it as the i40 and a broadly similar price.
Meanwhile, if you’re not wedded to petrol as a fuel and like the sound of the i40’s other considerable charms, either diesel model’s a much better bet than this.


Hyundai i40 Tourer 1.6 GDi Style
Price: £20,195; Top speed: 121mph; 0-62mph: 11.6sec; Economy: 42.8mpg; Co2: 155g/km; Kerbweight: 1534kg; Engine type, cc: 4 cyls in line, 1591cc, petrol; Power: 133bhp at 6300rpm; Torque: 121lb ft at 4850rpm; Gearbox: 6-spd manual

Volkswagen Tiguan 2.0 TDI 140 SE 4WD

What is it?
Volkswagen’s facelifted Tiguan compact SUV, deliveries of which will begin in the UK in September, and which we’re testing in the UK for the first time. And it stands out as one of the more talented all-round road cars available of its type.
Although they’re cracked up to be seriously multi-talented, you often have to compromise on quite a lot when buying a £25,000 SUV. You can have a voluminous seven-seater, but it’ll probably come from a budget brand and with a slightly agricultural driving experience. You can have one from a premium brand, but it might be quite small and only have two driven wheels. You can have one from a more blue-blooded 4x4 brand, but you’ll have to settle for relatively low spec.
And within that rather confusing market, the Volkswagen Tiguan has become a bit of touchstone: the go-to-option for all-round breadth of ability. Oft-criticised for its ‘lightweight’ Golf-derived underpinnings, it’s actually the Tiguan’s civilized and efficient Golf-family engines and relatively modest dimensions that make it so uncompromised. Few others in the class combine the Tiguan’s car-like performance, handling, ride, refinement and efficiency, after all. And even fewer come with such a flexible, well-equipped and well-appointed cabin, with decent capability as a tow car or occasional offroad tool, or with a badge as desirable as VW’s.
What’s it like?
The new Tiguan gets a Touareg-inspired face and a new array of petrol engines. Economy and CO2 gains have been made across the whole range, and there’s a new more offroad-oriented Escape model too with more outright mud-plugging capacity.
We tested the volume-selling 138bhp 2.0-litre TDi version, with 4Motion four-wheel drive and in SE trim. Even with four driven wheels, the car squeezes into VED road tax band F for a £130 tax disc, and returns better than 40mpg on the motorway, thanks to VW’s Bluemotion Technology package, which includes automatic engine stop-start.
Performance is well up to class standards, making the Tiguan easy to drive and feel quite fleet of foot on the road. The car’s ride is a little firm, and more reactive than some SUVs. It’s certainly easy to understand why many owners christen their cars ‘Tigger’ – the VW certainly feels springier than most of its type. But the Tiguan steers and handles very tidily indeed, with strong grip, quick responses, well-contained body roll and little understeer. That being the case, it’s easy to accept the modest amount of choppiness in the car’s dynamic demeanor over undulating surfaces.
Although the Tiguan still isn’t as accommodating as some for the money, it’s as practical as a Toyota RAV4 in most meaningful measurements, and a good deal more so than a Ford Kuga or BMW X1 thanks to rear seats that slide and recline as well as folding flat. Headroom up front is as good as almost any SUV. Material quality and fit-and-finish inside the cabin are both consistently good, and standard equipment on our SE spec test car included dual zone climate control, a DAB radio, tyre pressure monitors and self-steering park assist.
Should I buy one?
It may seem a little middle-of-the-road compared to some compact SUVs, but VW’s Tiguan would make a growing family’s perfect first time 4x4.
It’s got 80 per cent of the capabilities of any SUV, but doesn’t come with drawbacks like poor fuel economy, cumbersome handling or average refinement.
Put simply, it’s a car that still drives like a car - and yet it’s also all the 4x4 you’re ever likely to need.


Volkswagen Tiguan 2.0 TDi 4Motion SE
Price: £25,645; Top speed: 116mph; 0-62mph: 10.2sec; Economy: 48.7mpg; Co2: 150g/km; Kerbweight: 1655kg; Engine type, cc: 4 cyls in line, 1968cc, turbodiesel; Power: 138bhp at 4200rpm; Torque: 236lb ft at 1750-2500rpm; Gearbox: 6-spd manual

Saab 9-3 SportWagon review

Price as tested  £24,120



What is it?
Yes, yes, I know: a first drive of a car that has been around for longer than some of the showrooms from which it is sold. But despite being in its ninth year, the 9-3 has been given some minor, but worthwhile, tweaks.
From a shopper or fleet manager’s perspective, significant among the changes is that the range has been simplified. There’s no more Turbo Edition/Vector Sport/Linear SE and the like; now there’s just SE and Aero, which is far more straightforward.
On SE models, such as our test car, come a new design of alloy wheel and new ‘ice block’ headlight treatment, grille and bumpers. Plus it now says ‘Saab’ instead of having the Griffin badge at the back. Not a lot, then.
Inside, there are some changes to seats and trim, plus some additional equipment for the £24,120 you’ll pay for this model. Which, given that it delivers 158bhp and still, to my eyes, looks fairly classy, leaves the Saab appearing conspicuously good value next to, say, a similarly powered Audi A4 or BMW 3-series.
What's it like?
The question is, of course, whether the 9-3 can still cut any mustard on the road. And let’s be honest, regardless of how many tweaks it gets on the way, nine years is a long time for a car to be on sale in this business. In the compact executive segment, in fact, it’s virtually unheard of.
But, as I settle down into it – on a driving seat that proved too high and too close to the dashboard for several of our testers – I think it’s not all bad. The quality of construction and materials is okay, although the green-on-green displays are looking a bit tired and pixelated. Things have moved on here in quite a big way.
The engine – a twin-turbocharged, 1910cc diesel – spins into life with a bit of a clatter. It’s not Vauxhall Insignia loud, but most diesels 
from a couple of classes below comfortably leave it behind.
Still, the gearshift is positive enough and all the pedal weights are progressive and natural. The steering is light, too, and the 9-3 is an easy car to get along with in that respect – quite Swedish. While some German car makers like you to feel the engineering and weight behind the controls and load them with heft, the 9-3 strokes along very easily.
Less relaxing is some turbo lag and high gearing. At least it means this 9-3 returns a quite creditable 119g/km of CO2, which makes it a compelling draw alongside some of competitors in the 130-140g/km bracket. But at anything under 2000rpm the 9-3’s motor is unresponsive, and because it’s geared generously for good cruising economy and low noise levels, you’ll often find yourself dipping a gear lower than you’d like. Even on a motorway I found myself dropping down to fifth if the traffic slowed at all. Typical third-gear roundabout exits call for second.
Despite that, the 9-3 isn’t unpleasant to drive. The alloys are stylish and leave their tyres wearing a 45 profile, which is almost generous these days, so the town ride is compliant.
Motorway ride and stability are also good and wind noise is low, while the steering remains light but reassuring around the straight-ahead.
That compliance means the 9-3, despite the SportWagon title, isn’t going to drive around the outside of too many other estate cars. It’s not a particularly engaging steer, so there’s not much to be gained by driving enthusiastically. But you know what? I think that’s okay.
Should I buy one?
I warmed to the 9-3 far more than I expected to. It feels compact and straightforward, slightly out of its time but pleasant to be around and not unlike a Seat Exeo in some respects: smaller than the newest cars, but no worse for it.
That Saab needs a replacement is a given (see above for the latest shenanigans on that score). In the meantime, the 9-3 continues, off the pace but not totally out of contention.

Saab 9-3 SportWagon SE 1.9

Price: £24,120; Top speed: 140mph; 0-62mph: 8.7sec; Economy: 62.8mpg; Co2: 119g/km; Kerb weight: 1740kg; Engine type, cc: 4 cyls, 1910cc, twin-turbo diesel; Power: 158bhp at 4000rpm; Torque: 266lb ft at 1800-2500rpm; Gearbox: 6-spd manual

Kia Rio '2' review

Price as tested  £13,095


What is it?
With the fourth generation of Rio, Kia has boldly set out to steal sales from five rivals – the Renault Clio, Peugeot 207, Toyota Yaris, Volkswagen Polo and class-leading Ford Fiesta.
The Korean firm says it wants to sell 12,000 Rios in the UK next year. That’s an increase of about 30 per cent on its projected 2011 sales. It’s an ambitious battle plan, but with its latest generation of cars – the Rio is the fifth new unveiling in 18 months – Kia has made significant strides in quality and style.
What's it like?
The new Rio, penned by Kia’s design guru Peter Schreyer, is longer, wider and lower than the old version, although the styling is a touch less striking than that of its baby brother, the Picanto. The trademark ‘tiger nose’ grille is given an aggressive treatment, and the large headlamps and swooping roofline give the car a sporty look, with a hint of coupé to it.
It is a big car for the class. At 4045mm, it is 55mm longer than the Fiesta, for example, and the wheelbase of 2570mm is 70mm more than the previous Rio’s. As a result, the cabin has a roomy, spacious feel. The car’s occupants feel the benefit in terms of decent legroom and headroom in the front and rear, although boot space isn’t as generous as some rivals’ – at 288 litres, it is slightly smaller than the Fiesta’s.
The cockpit layout is logical, and the materials used are a major leap forward from the spartan environment of the previous, low-budget Rios. There are some minor quibbles: for example, the toggle switches for some aspects of the climate control aren’t particularly convincing in their operation, and the thick needles on the instrumentation aren’t always easy to read and smack of style over substance.
A generous level of standard kit is ample compensation. There are four trim grades. Our mid-range 2 includes items such as 16-inch alloys and front fog lights. Inside, this version has air-con, rear electric windows, wheel-mounted audio controls and leather trim on the wheel and gearlever.
Four engines form the basis of the range – two petrols and two diesels. At present, only petrol models are in the UK, and our 1.4 version achieves 51.4mpg (combined) and 128g/km of CO2, according to Kia’s figures. On our test route, which involved town centre, motorway and country road driving, the car returned 44.5mpg.
The engine packs a healthy 107bhp and pulls from rest to 62mph in 11.5sec. Torque isn’t as impressive, although the six-speed gearbox is fairly slick and the car makes solid progress on motorways, provided you keep your momentum up.
The light steering is welcome in town driving and a boon when parking but it isn’t so capable on faster, twisting B-roads, where it lacks feel and contributes to the sensation that the Rio doesn’t offer quite the same driving involvement as a Fiesta.
Should I buy one?
The thoroughly capable Rio has plenty of strengths in other areas that will catch the eye of prospective buyers, in particular the array of standard kit on offer for the money and the maker’s seven-year warranty.
Thought choosing a car in this sector was tough? The Rio has just made it even more difficult.

Kia Rio '2'

Price: £13,095 (plus metallic red paint £495); Top speed: 114mph; 0-62mph: 11.5sec; Economy: 51.4mpg; Co2: 128g/km; Kerb weight: 1141kg; Engine type, cc: 4 cyls, 1396cc, petrol; Power: 107bhp at 6300rpm; Torque: 101lb ft at 4200rpm; Gearbox: 6-spd manual

Kia Rio 1.1D 1 review

Kia Rio 1.1D EcoDynamics 1

Price as tested  £12,095

What is it?

A car that can turn in Co2 emissions of 85g/km sounds like it must be a hybrid, and a pretty extreme one at that. But Kia’s new Rio Ecodynamics is simply a diesel supermini, and those emissions make it the lowest producer of carbon dioxide this side of a zero emissions electric car.

It’s propelled by a new three cylinder 1.1 litre twin cam, common rail diesel engine featuring a variable vane turbo and this, together with the usual carbon cutters of longer gearing, low rolling resistance tyres, a roof spoiler, a closed-off front grille and a stop-start system allow it to return a spectacular 88.3mpg on the official combined cycle.

That’s for the model without air conditioning – pay the extra £800, and the figures fall to a still outstanding 78.5mpg and 94g/km. A six-speed gearbox and a fat, 125lb ft torque curve that peaks at an early 1500rpm and remains sustained to 2750rpm also help the Rio go further on a gallon.

In other respects this ultimate Ecodynamics version is much the same as models in the rest of the new Rio range, which means that you get a car that’s among the biggest in its class, a roomy cabin being the result, fairly generous equipment that includes six airbags and ESP and a style that’s neatly contemporary, if short of the flair characterising the brand’s most recent models. You also get Kia’s desirable seven-year 100,000 mile warranty.

What’s it like?

The 1.1 diesel is probably the most impressive engine in the new Rio range, and not merely because it delivers more performance than you’d expect from an engine of such unpromising capacity and diet. It immediately sounds little different with its three cylinder idle thrum, revs keenly and cleanly and best of all, delivers such a stout slug of acceleration that it leaves your doubts eddying in the dust. It sounds a bit hammer if you rev it hard, but for this there’s no need as its torque is strong enough even to pull sixth gear.

Consider that its 125lb ft of torque is substantially stronger than the 101lb ft of the 1.4 petrol, and you see why this engine is entirely convincing.

So, for the most part, is the rest of the Rio package, although it will not be worrying the class best in too many dynamic areas. Its ride is fairly level but noticeably upset by sharper bumps because it’s rather stiff-legged - although this smaller-wheeled Ecodynamics Rio is better - and its electric power steering, though providing decent weighting and resistance for this breed, will not be tempting you into dawn raids over hilly twists.

The Rio’s handling is equally unremarkable, although it scores points for the silky slickness of its six-speeder, and proves fairly quiet at speed, too.

Though a 0-62mph time of 14.9sec doesn’t sound great, the 1.1’s mid-range tug more than compensates.

Should I buy one?

If the promise of spectacular fuel consumption, strong value for money, a spacious cabin, modern, inoffensive styling and a seven year, 100,000 mile warranty attract you then yes, this is a car to be shortlisted at the very least.

But at this stage fuel consumption approaching 80mpg is only a promise, as the car makers find ever-craftier ways to turn in excellent official consumption and CO2 figures. That said, we’d be surprised if the Rio Ecodynamics doesn’t turn in some pretty heart-warming economy numbers, even if they rarely begin with an eight.

If you’re a keener driver, however, then Ford’s highly polished Fiesta makes the greater entertainer, and to many eyes will be the better looker of the pair, inside and out. But the Rio now sits in the front half of the supermini pack – unthinkable, not so many seasons ago – and if emissions and economy are paramount, this version of it is a winner.

Kia Rio 1.1 CRDi ‘1’ Ecodynamics

Price: £11,895; Top speed: 98mph; 0-62mph: 14.9sec; Economy: 88.3mpg; Co2: 85g/km; Kerb weight: 1155kg; Engine type, cc: 3 cyls, 1120cc, diesel; Power: 73bhp at 6300rpm; Torque: 125lb ft at 4200rpm; Gearbox: 6-spd manual

Toyota Yaris 1.33 TR review

Toyota Yaris

What is it?

The average Toyota Yaris buyer is aged 60 and probably female. Toyota wants to change that with this third-generation Yaris, so the trick is to snare the youth without alienating the old. An optional 'Touch and Go' multimedia system plays right into the brave new world of social media and permanent connectedness.

Whether your grandmother will embrace this is touch-and-go in itself, but having Google Local Search in your sat-nav and being able to text via the touchscreen's iPad-like Qwerty keyboard could be useful. All you need is a suitable mobile phone to connect Touch and Go to the airwaves.

This package, a £500 upgrade of the touch-screen Toyota Touch Bluetooth system (plus reversing camera) found on all new Yarises except the base model, and to be included as standard for a short time after launch, is the key bit of cleverness in an otherwise unremarkable new car. The next tech-fest arrives next summer with the Yaris Hybrid, which will cost a hefty £2500 more than the standard 1.33-litre car on which it is based but will reward you with a likely 85g/km CO2 score.

What’s it like?

The quality and fit of its body panels is exemplary but the cost accountants have sliced away at the interior, which is full of large, hard, cheap plastic mouldings whose shiny, waxy finish does the unusual non-leathergrain surface treatment no favours.

Any object stashed in the various dashboard ledges will be on the floor in seconds. There's decent space in here, though, thanks to slimmer seatbacks and tailgate, and this Yaris has shed 20kg relative to the last one.

Engines are a 1.0-litre three-cylinder with 68bhp, the 98bhp 1.3 with six-speed manual or CVT transmission (a £1K option which will be standard in the Hybrid), and a 1.4-litre turbodiesel with a six-speed shift and 89bhp. Much as before, then; the main driving difference between this Yaris and the last one is that it rides more quietly over bumps, feels more solid and steers with greater delicacy.

The electric power steering is free of the rubberiness and stodge that spoils some EPAS systems, and is the gateway to a keen, agile demeanour. A slightly sporting SR version with a 10mm ride-height drop should enhance this. Other models are T2, TR and T-Spirit, the last of these five-door only.

The most engaging version is also the slowest, but the 1.0's smooth, deep, three-cylinder hum, its crisp throttle and gearchange and its light nose make it fun to drive.

Should I buy one?

The 1.33 is livelier and has a particularly quiet idle, but the gearchange is clunkier and the throttle response mushy. It will be the biggest seller, and the engine is well matched to the optional CVT. And the diesel? Punchy but gruff, £1500 dearer than the 1.33 and a car which Toyota GB wants to marginalise. With the Hybrid imminent, you can see why.

John Simister

Toyota Yaris TR 1.33 5-door manual

Price: £13,260; Top speed: 109mph; 0-62mph: 11.7sec; Economy: 52.3mpg (combined); CO2: 123g/km; Kerb weight: 1045kg; Engine: 4 cyls, 1329cc, petrol; Power: 98bhp at 6000rpm; Torque: 93lb ft at 3600rpm; Gearbox: 6-spd manual

Hyundai i20 1.4 CRDi 89 Blue

What is it?

It’s when you can’t stay in sixth gear on a flat surface through a 50mph motorway roadworks without its engine grumbling about the load, at well under 2000rpm, that you realise where the i20 Blue finds some of its ability to return 76.4mpg on the combined cycle.

This leggy gearing is no higher than the standard 89bhp diesel variant of the i20 supermini. But it makes the 111g/km car the ideal starting point.

From there, Hyundai adds stop-start, a rear wheel wind deflector and an underfloor cover for the rear suspension. When I was a lad studying engineering, I was told that up to 30 per cent of a car’s aerodynamic efficiency comes from underneath it, so this stuff can make a big old difference.

So, too, do low rolling resistance tyres, with the upshot that the i20 Blue has emissions 12 per cent lower than the standard Comfort trim on which it’s based. Its 98g/km is the lowest in Hyundai’s range. And although it’s 3g/km higher than a Ford Fiesta Econetic, it’s also £1300 cheaper and still gets you free road tax. It’s pretty well equipped, too.

What’s it like?

The i20 Blue isn’t, unlike the Fiesta, is a great pleasure to drive. The diesel’s a grumbly enough thing at idle, though you hear it less once you’re at speed. In general the ride and handling blend is okay; but whatever favours the eco tyres do for the ride, they presumably contribute to the steering’s lack of precision and response compared to other cars in this class.

Should I buy one?

In some respects the i20 is, well, respectable. It has an average interior finish and a feel that it’s lower in premium than the Fiesta, Vauxhall Corsa or Volkswagen Polo count against it, but none of those offers so few emissions for such little money.

Matt Prior

Hyundai i20 Blue

Price: £13,195: Top speed: 108mph: 0-62mph: 13.5sec; Economy: 76.4mpg; Co2: 98g/km; Kerbweight: 1222kg; Engine: 4cyls, 1396cc, turbodiesel; Power: 89bhp at 4000rpm; Torque: 162lb ft at 1750-2750rpm; Gearbox 6-spd manual

Galibier Set For Go Head

Bugatti’s rapid four door close to reality; at Least1000bhp and 240mph top speed
VOLKSWAGEN CHIEFS ARE

weeks from deciding irrevocably whether to put the million—pound Bugatti Galibier, their elegant and super-fast front engined saloon concept, into production.

The plush and powerful four seater, unveiled as a concept ahead of the Frankfurt show two years ago, is tipped to succeed the Veyron as the Molsheim factory’s staple manufacturing

product, and could be in owners' hands as early as autumn 2013 if VW Group chiefs okaythe plans this autumn as expected.

According to Bugatti's new chief, Wolfgang DLirheimer,who succeeded Franz-Josef Paefgen at both the French-based company and at Bentley last February, engineers have been "deepIy invoIved" for many months in productionising the car. It uses unique chassis and running gear but shares the Veyron’s

8.0-litre Wl6 engine and may use a refined version of its unique, UK-built eight-speed gearbox.

Galibier is expected to use veyrons quad turbo 8.0 litre W16

Production Galibier Could use UK Build eigth speed box

The Galibier, which draws styling influence from the Veyron butalso alludes to the classic Atlantic coupé with a spine running longitudinally over its roof and rear deck, was proposed with a 900bhp, twin- supercharged version of the Veyron's 987bh p, quad turbo W16 engine, but it will probably need even more power in

production. Diirheimer believes the car needs a "four-digit" power output, and that "as long as I’m

around" it must be the fastest thing on the r0ad.This implies the Galibier will need a sub-3.0sec

0-60mph time and a top speed beyond 240mph. The new chief is also understood to have ordered

improvements to the car's interior space, believing that the concept offered too little rear

room for its 5.4 metre length.

Bugatti is believed to be putting the finishing touches to the Galibier business case, which could involve production of between 500 and 1500 units — in several models — over five or six years. Most sales, Bugatti believes, will be to existing Veyron owners. For the foreseeable future, Diirheimer says, Bugatti will make extraordinary models one at a time, though it could eventually benefit from having a range.

Dtirheimerwontdiscuss the GaIibier’s price, beyond the fact that it will be extraordinary. “lt’s

the last thing we’II decide when the car is close to production," he said, but customers can expect

little change from £1.5 million. STEVE CROPLEY

CHOOSE THE RIGTH VEHICLE

How to assess your needs and find the right information.


The used-car market alters splendid buying opportunities, for the simple reason that cars decline in dollar value
mucn faster than they decline in driving value. A three·year· old car may sell for just hall ui what it cost new, but its performance and the overall driving experience are likely tobe little changed. Besides that.the used-car market is huge,roughly twice the size of thenew car market. That's both ablessing and a curse. On the one hand, there are abundant


choices at every price level.but on the other, it can betough to sift through the 40 odd brands and the hundreds of model and trimine vari-ants. This book can help you sort through the clutter.

The key to making the right choice is finding the vehicle that best fits your needs. Factors you’ll consider include
price, performance, comfort, reliability, safety, and fuel economy. In these pages we lay out a systematic approach to assessing your needs and  matching them ub to a manageable number of candidate cars. Our recommendations are based on impartial, hands on testing, on the largest pool of reliability data avail-

able anywhere, and on our car experts' accumulated knowledge. This will help narrow your list by guiding you

to the best models and steering you away from those that don't measure up. It will also show you where to find the information you need to make a smart buying decision.

WHY BUY USED?

Used vehicles are often the best values you’ll find in the automotive market. This is espeecially true for models just two or three years old. Not only is the price lower than a comparable new car's, but continuing ownership expenses sttch as collision insurance and taxes are lower, and a two- or threee year old used vehicle has already taken its biggest depreciation hit. In addition, buying used is a way to get a nicer car than you'd be able to afford new.

But buying a used vehicle means finding the right balance of value and risk. Following are some issues to consider.

 Reliability. One thing that has made used cars more appealing is their improved reliability. In an analysis of annual subscriber surveys over the past few years we found that five years old vehicles in the latest survey had one third fewer problems than the nveeyeareold vehicles we looked ar in 2006. Years ago rust and exhaust system problems were common, but that's no longer the case. As a result, buying a latevmodel used vehicle is not as much of a risk as it used to be.

 When properlymaintained, todays vehicles should easily surpass 100.000 miles without a major over haul, and many could reach 200,000 miles. 

Warranties and repairs. Although used cars are more reliable than ever, maintenance and repair costs are important considerations. 

In the first two or three years ota car’s life, it has fewer problems and is typically covered by a comprehensive warranty. A used car, on the other hand, is usually out of warranty or close to it. You can expect not only more problems as time goes on, but more costly ones as the years pile up.

This means that owners will have to pay for repairs out of pocket. Most repairs will be for wear parts like tires, brakes, and batteries. Bur even if you replaced all those things the moment you bought a used

car, the savings versus the new car alternative would more than compensate.

There is always the risk that you'll buy a lemon. Even a car with a great reliability history can be a poor example, or it may have been abused. neglected. or damaged by a previous owner. 

inspected by a qualified mechanic. you can inoculate yourself against nasty surprises. Depreciation. A major disadvantage of buying a new car is the rapid depreciation

it undergoes in the nrst few years. Models typically lose about 47 percent of their value

inthe hrst three years, compared with Z4 percent over the next three. But this varies greatly among models. The 2007 BMW 32Bi, for example, has held its value relatively well (about 43 percent depreciation over

the first three years). while the 2007 Lincoln Town Car has depreciated more rapidly tatwut az permit).

Several factors determine depreciation. including the model’s popularity. perceived quality. supply. and whether or not the vehicle belongs to the current design generation. The average depreciation on a

SZZSOO vehicle leaves less than $15,000 ($14,575) after three years, a huge hit in residual value.

Interest rates. Loans for new cars usually have a lower interest rate. but the ditference is often not a major concern. In April 2011 the national average for a 36month new car loan was about 4.28 percent,

The consumer reports Difference

you can trust rating advie in this article to be thorough and abiased. in short, we telll you what other
won't most comprehensive, consumer oriented auto testing program in the U.S . But that only one od the ways in which consumer report
differs from other auto reviewers, publication and website

• consumer reports is the only major automotive testing publication the does not accept advertising or free samples. we can give you independent to pleace and advertiser
• Our auto tests are conducted by a full time support staff , using a dedicated, state of the art, 327 acre auto test center
• Unlike other auto reviewers who borrow  prepped test vehicles from the automakers, we buy all the cars we test from dealerships just like you do. Last year, we spent about $2.8 million on test vehicles.
•  Instead ofthe one or two weeks of driving that is common with other reviewers. each vehicle CR tests is evaluated for months and driven for thousands of miles.
•  More than 50 individual tests and evaluations are performed on every vehicle. Many tests, such as our real—world fuel—economy runs, an accidcnt-avoidance maneuver, a special antilock-brake test, noise and ride- comfort courses, and headlight illumination measurements, are not typically performed by other auto publications or websites.

Engine Vacuum Test

Throttle plate opening controls the amount of air that can enter the engine. Movement of the accelerator pedal opens or closes the throttle plate, changing engine vacuum. For a stock engine, vacuum should range from 16 to 22 in. Hg at idle, and the needle should be steady (Figure 3.24). An engine has higher vacuum when it is operating under light load. Vacuum drops to zero under WOT.
• At idle, with the throttle plate nearly closed (Figure 3.25a), engine vacuum will be high.
• At medium throttle opening, when cruising (Figure 3.25b), engine vacuum will be in the neighborhood of 8 to 10 inches.
• At WOT (Figure 3.25c), engine vacuum is zero.

A leaking intake manifold gasket can cause an engine to idle rough, especially when cold, before oxygen sensor feedback begins. The oxygen sensor can compensate for small vacuum leaks to a certain extent. At speeds above idle, symptoms of a leaking

a

b
FIGURE 3.23 (a) A vacuum gauge reads pressure when the needle
moves clockwise and “vacuum” when the needle moves counterclockwise.
(b) Connect the vacuum gauge to an intake manifold vacuum source.

FIGURE 3.24 Normal engine vacuum

intake manifold diminish because the size of the leak is proportionally less as the engine breathes more air.

A leaking intake manifold gasket can result from sloppy cleanup of gasket surfaces during manifold installation, from failing to clean out bolt holes, or from bottoming out bolts that are too long. 

A car with an oxygen sensor feedback fuel system can run rough when cold but run fine after warm-up when the computer responds to the oxygen sensor signals by compensating with a richer

air-fuel mixture.

One vacuum test for a manifold gasket leak is to pinch off the two PCV valve hoses—the one to the intake manifold and the breather hose to the air cleaner—then run the engine. If there is vacuum at the oil filler opening, an intake manifold-tocrankcase vacuum leak is indicated.

To test for weak piston rings (Figure 3.26):

• Raise the engine speed to about 2000 rpm.

• Snap the throttle closed and watch for an

increase of 2 to 6 inches of vacuum above normal.

• Worn rings will not increase vacuum sufficiently during deceleration. Generally, the higher the rise, the better the condition of the rings.

FIGURE 3.26 Vacuum readings for weak piston rings.

Sticky valves are indicated when the needle drops quickly or drifts. This could be because valves are hanging up in their guides rather than closing freely (Figure 3.27). The movement will have no apparent rhythm. Leaking valves (Figure 3.28) are indicated when the needle drops at regular intervals. A power balance test will pinpoint the low cylinder.

FIGURE 3.27 Vacuum reading for sticky valves

FIGURE 3.28 Vacuum reading for leaking valves.

FIGURE 3.29 Vacuum reading for bad valve springs

Bad Valve Springs. Sometimes valve springs that are too short or too weak have been installed by accident. Otherwise, valve springs weak enough to cause this problem are rare. To test for weak valve springs with a vacuum gauge (Figure 3.29):

• Raise engine rpm slowly to 2000.

• Look for rapid fluctuations of the needle as speed increases.

• An exhaust analyzer will have a good hydrocarbon (HC) reading at idle but bad under acceleration.

Restricted Exhaust. To test for a restricted exhaust (Figure 3.30):

• Raise the engine rpm quickly to 2000 to cause the vacuum reading to go momentarily low and

then release the throttle quickly. • Vacuum should return smoothly and quickly to higher than normal levels.

• A slow, hesitating return can indicate a breathing restriction.

When an engine with weak valve springs is accelerated, hydraulic lifters can overfill (pump up).

There is no noise, but the engine will run rough when it returns to idle.

According to one Auto Engine Rebuilders Association (AERA) bulletin, incorrect valve spring tension

can result in a rough idle that is only apparent on initial cold startup. OBD II engine computer systems

sometimes sense this misfire and cause the malfunction indicator lamp (MIL) on the dash to illuminate.

Restricted Exhaust. To test for a restricted exhaust (Figure 3.30):

FIGURE 3.30 Vacuum reading for restricted exhaust

• Raise the engine rpm quickly to 2000 to cause the vacuum reading to go momentarily low and then release the throttle quickly.

• Vacuum should return smoothly and quickly to higher than normal levels.

• A slow, hesitating return can indicate a breathing restriction.

Other Causes of Low Vacuum. Port fuel injected engines use O-rings to seal each individual fuel injector where it enters an intake port (Figure 3.31).

FIGURE 3.31 O-rings seal the fuel injectors where they enter the

intake ports

When an O-ring leaks, the resulting vacuum leak and lean air-fuel mixture in that cylinder cause a rough idle (Figure 3.32).

FIGURE 3.32 Fuel injection O-rings can become hard and brittle
with age, resulting in a rough idle, especially during open-loop operation
when the engine is first started and the computer is not receiving
feedback from the oxygen sensor

If an engine is equipped with an air pump for emission control, be sure that it does not have a 

When an engine with weak valve springs is accelerated, hydraulic lifters can overfill (pump up). There is no noise, but the engine will run rough when it returns to idle.

According to one Auto Engine Rebuilders Association (AERA) bulletin, incorrect valve spring tension

can result in a rough idle that is only apparent on initial cold startup. OBD II engine computer systems sometimes sense this misfire and cause the malfunction indicator lamp (MIL) on the dash to illuminate.